Modular vehicle system, electric vehicle, and module for connection to an electric vehicle

ABSTRACT

A modular vehicle system is provided, comprising an electric vehicle, particularly a light electric vehicle, with at least a control device; an on-board power supply system for energy supply of an electric drive unit; an interface, connected to the on-board power supply system for connection of at least one module; and first locking means arranged at the interface. The modular vehicle system further comprising a module, with a module control, configured to communicate with the control device; an electric arrangement; 
     a connecting element, separably connectable to the interface, for connection of the electric arrangement with the on-board power supply system; and second locking means arranged at the connecting element, formed for engagement with the first locking means, wherein at least one of the locking means is movable between a free position and a locking position. To increase the safety of operating the system, the module control is configured to send an identification signal to the control device upon connection of the connecting element to the interface; and the control device is configured to receive the identification signal, to compare the identification signal with at least one compatibility parameter, and in case that the identification signal corresponds to the compatibility parameter, to send an activation signal to at least one switch unit to connect the electric arrangement with the on-board power supply system.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation-in-part application relatingto and claiming the benefit of U.S. patent application Ser. No.13/984,014, entitled “Modular vehicle system, electric vehicle andmodule for connection to an electric vehicle”, which is a national stageapplication of PCT/EP2012/052055, having an international filing date ofFeb. 7, 2012. Priority is claimed upon DE 10 2011 003 724.1, filed onFeb. 7, 2011. All of the aforesaid applications are incorporated hereinby reference.

TECHNICAL FIELD

The invention relates to a modular vehicle system, an electric vehicleand a module for connection to an electric vehicle.

BACKGROUND

For some time now, electrically powered vehicles are becoming more andmore important in view of increasing energy costs and the demand forreduced emissions of traffic. Particularly in the area of light electricvehicles, where for instance electric bicycles, pedelecs and scooterscan be found, but also wheel chairs and quad bikes, a considerablenumber of vehicle types are commercially available by now.

All vehicles of this type comprise an electric motor that is applied asa sole or additional drive and that is supplied with electric energy byone or more batteries. It is thus necessary to design the electricsystem of electric vehicles in a way providing a safe and failure-freepower supply of the electric motor.

Particularly an accidental disconnecting or connecting of individualcomponents, such as for instance a charging device or a battery, cancause malfunctioning or in the worst case also damages to the electricsystem of the electric vehicle.

Especially in public areas, for instance at public stationary chargingcolumns or, in case of rental offers, at self-service stations open tothe public, there is no control if a correct connection takes placebetween the charging column or station and the vehicle. Besides, theknown connection systems do not guarantee safe protection from thirdparty interferences with the connection between charging column andbattery.

Thus, an object exists to provide a modular vehicle system withincreased safety of operation where the connection with a module cantake place particularly easy, safe and protected from interferences byunauthorized persons.

SUMMARY

The following summary of the present invention is provided to facilitatean understanding of some of the innovative features unique to thepresent invention and is not intended to be a full description. A fullappreciation of the various aspects of the invention can be gained bytaking the entire specification, claims, drawings, and abstract as awhole.

According to one aspect of the invention, a modular vehicle system isprovided with a separable connection between an interface of an electricvehicle and at least a connecting element of a module, wherein interfaceand connecting element establish an electrical connection betweenvehicle and module in a connected operational state and allow amechanical locking of the components at the same time.

The present aspect thus provides a safe connection between vehicle andmodule, increasing the safety of operation and reducing the risk ofinterference by unauthorized persons. The system is thus particularlyuser-friendly and quick and easy to use.

This aspect and other aspects of the invention will be apparent from andelucidated with reference to the embodiments described hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings,

FIG. 1 shows an embodiment of a modular vehicle system with an electricbicycle and a module in a schematic view;

FIG. 2 shows a partial horizontal sectional view of the embodiment fromFIG. 1;

FIG. 3 shows a partial horizontal sectional view of the embodiment fromFIG. 1 in the connected and locked state;

FIG. 4 shows a schematic view of a second embodiment of a modularvehicle system in the locked state;

FIGS. 5a and 5b shows an embodiment of an electric vehicle forapplication in the modular vehicle system according to FIG. 4;

FIG. 6 shows an embodiment of an electric system of an electric vehiclein a schematic view;

FIG. 7 shows an embodiment of a module in a schematic view;

FIG. 8 shows a detailed view of a connecting element of the moduleaccording to FIG. 7;

FIG. 9 shows the embodiment of the electric system according to FIG. 6with a connected module according to FIG. 7 and

FIG. 10 shows an embodiment of the communication upon connection of amodule with an electric vehicle in a schematic flowchart.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Technical features described in this application can be used toconstruct various embodiments of audio devices, subscription systems,and methods of subscription management according to the preceding andfollowing description. Some embodiments of the invention are discussedso as to enable one skilled in the art to make and use the invention.

In the following explanation of the present invention according to theembodiments described, the terms “connected to” or “connected with” areused to indicate a data and/or audio connection between at least twocomponents, devices, units, or modules. Such a connection may be directbetween the respective components, devices, units, or modules; orindirect, i.e., over intermediate components, devices, units, ormodules. The connection may be permanent or temporary; wireless orconductor based.

According to one exemplary aspect of the invention and as discussed inthe preceding, a modular vehicle system is provided with a separableconnection between an interface of an electric vehicle and at least aconnecting element of a module, wherein interface and connecting elementestablish an electrical connection between vehicle and module in aconnected operational state and allow a mechanical locking of thecomponents at the same time. In this context, it is feasible that boththe electrical connection and the mechanical locking take place by theat least one interface of the vehicle and the connecting element of themodule.

In the context of the present explanation, an electric vehicle isunderstood to mean an electrically powered single- or multi-trackvehicle and in particular a road vehicle. In an embodiment, the electricvehicle is a light electric vehicle, as for instance an electrictwo-wheeler or three-wheeler or an electric bicycle, pedelec, scooter,wheelchair, quad bike, self-balancing unicycle, self-balancing dicycle,self-balancing multi-wheel cycle, or kart. Particularly and incorresponding embodiments, the electric vehicle may be a light electricvehicle with an empty weight of not more than 500 kg, furthermore notmore than 350 kg, in each case without accessories as for examplebatteries.

According to an embodiment, the electric vehicle comprises at least oneon-board power supply system for energy supply of an electric drive unitand one or more interfaces connected to the on-board power supply systemfor connection of at least one module. Furthermore, a first lockingmeans may be provided at the interface.

The at least one module may comprise at least one connecting element,separably connectable to the interface of the electric vehicle, anelectric arrangement and a second locking means, arranged at theconnecting element, that is formed for engagement with the first lockingmeans. Vehicle and module can certainly comprise further components thatare however not discussed in detail here.

The on-board power supply system of the electric vehicle is designed forenergy supply of the electric drive unit and connects at least the driveunit with the at least one interface. The on-board power supply systemmay certainly in general connect further accordingly formed interfaces,electric components or assemblies of the vehicle, as for example one ormore internal batteries, generators, fuel cells, DC/DC converters,motors or other components.

Due to the requirement concerning an energy supply of the electric driveunit, the on-board power supply system may be designed for an electriccurrent of at least 3 A, particularly at least 5 A with a voltage of10V-100V, in particular 24V-60V. In a corresponding embodiment, theon-board power supply system is a direct current power supply system,particularly a 42V DC power supply system.

Based on arrangement and vehicle type, a separate auxiliary on-boardsupply system may be provided besides the on-board power supply systeman in a corresponding embodiment, supplying additional electricassemblies such as controls, instruments, operating elements and/orlighting devices with electric energy. In another embodiment, theauxiliary on-board supply system is designed for a voltage of 12V or14V. The auxiliary on-board supply system may comprise its own voltagesupply, for example a battery, or may be supplied by the on-board powersupply system for instance by means of a converter.

In the context of the present aspect, a battery is understood tocertainly mean a rechargeable battery, as for example one or moreaccumulators.

The electric drive unit is used for transformation of electric energyinto mechanical energy and can comprise for example one or more electricmotors. In this context, the electric drive unit may in one embodimentbe used as main drive; alternatively or additionally it is however alsoconceivable that the electric drive unit is used as auxiliary drive, forinstance with electric bicycles in addition to a pedal drive.

The electric drive unit may be formed as a direct drive, i.e., as drivewithout gear mechanism, which is advantageous concerning the energyefficiency. With a light electric vehicle, the electric drive unit maybe a disc motor in one embodiment. According to a further embodiment,the drive unit is a geared motor. Depending on the design of the driveunit, a motor control may be provided that is formed for control of thedrive power, for instance by means of current and/or voltage controland/or pulse width modulation (PWM).

The at least one interface of the vehicle may be formed for connectionto the connecting element of the module. Interface and connectingelement may in this context be of any suitable design that provides asafe electrical connection between module and on-board power supplysystem. Certainly, interface and connecting element should be designedcorrespondingly mechanically adapted to each other.

In view of potential handling by vehicle users, all current-carryingparts may be formed suitably protected against accidental contact,accordingly also interface and connecting element.

The electric module in one embodiment, beside the connecting element,furthermore comprises an electric arrangement, as already mentioned. Theelectric arrangement is designed for connection to the on-board powersupply system and may be of any suitable design. In the simplest case,it can for example be an electric conductor configuration which isformed for connection to the on-board power supply system via theconnecting element and which for instance connects the on-board powersupply system, if required by means of another plug-in connector, withfurther components or with another module. In particular, the electricarrangement may comprise one or more electric or electronic componentsand/or circuits.

According to another embodiment, the electric arrangement is a powerdevice. The definition of power device comprises in the context of thepresent invention all electric circuit arrangements and components thatare formed for connection to the on-board power supply system or to thedrive unit and particularly for supply of electric energy to the driveunit or for dissipation of electric energy generated by the drive unit.The latter may particularly then be the case when the drive unit is usedas regenerative brake or as generator. In another embodiment, the powerdevice is designed for the supply or for the dissipation of an electriccurrent of at least 1 A, particularly of at least 5 A, respectively.

According to a further embodiment, the electric arrangement is a voltageor current source, i.e. an energy source, and comprises for example abattery, a charging device, a solar panel, a fuel cell and/or agenerator. The module may thus particularly be formed as charging deviceor charging station, i.e. as “charging module”.

Alternatively or additionally and in a corresponding embodiment, theelectric arrangement may also be formed as electrical load, i.e., asenergy drain, and comprise for example a brake resistor, a battery incharging mode, a converter or a power feed-in for the electric grid, ifrequired with an inverter for a “vehicle-to-grid” coupling.

The provided locking means according to the invention can be of anysuitable design to lock connecting element and interface with each otherin a locking position, i.e., mechanically lock them with each other, sothat accidental disconnection of the module from the bicycle is beingavoided. Thus it is for example possible to avoid a disconnection ofbicycle and module during charging, i.e., “under load”, or while parkingwhich considerably increases safety of operation. Furthermore, dependingon the design, an unauthorized removal of the module from the bicyclecan also be avoided, whereby a certain anti-theft protection is given.The anti-theft protection in an embodiment may comprise an anti-theftmodule, which upon determination of a theft of the vehicle, deactivatessaid vehicle. For example, a corresponding theft communications signalor message may be broadcasted to a number or all of the electroniccomponents of the vehicle, so that each receiving electronic componentis deactivated. In another alternative or additional example, thevehicle and/or the electronic components of the vehicle may be set intoa “theft mode” when the discussed theft signal or message is received,making the vehicle as unusable as possible for the thief.

According to an embodiment, the locking means are designed ascorresponding elements. In this context, one of the locking elements canfor example be formed as groove, recess or opening in which therespective other locking means engages, which may, e.g., be formed aspin or bolt. In a further embodiment, the second locking means is formedfor positive connection to the first locking means.

The locking means may be formed in one or multiple parts, whereby thefirst locking means may, e.g., be formed integrally with the interface.According to an embodiment, the second locking means is formedintegrally with the connecting element.

If the vehicle comprises multiple interfaces, each of the interfaces maycomprise an assigned locking means in an embodiment.

According to an embodiment, at least the first or the second lockingmeans is movable from a free position into a locking position and viceversa. However, also both locking means can be formed movable. Forexample, at least the second one, i.e., the locking means on the moduleside, is formed movable, whereby the interface on the vehicle side canbe formed very simple and compact.

The respective locking means can for instance be formed in such a waythat it is linearly movable from the free position into the lockingposition. Depending on the application, the respective locking means mayhowever also be formed for several superimposed movements, for examplealternatively or additionally pivotable or rotatable, whereby thelocking means may be movable from the free position to the lockingposition by a lateral movement particularly easy to realize. In anembodiment, at least one locking means is movable in a direction,perpendicular to a direction of connection or disconnection of interfaceand connecting element, i.e. perpendicular to the direction in whichinterface or connecting element have to be moved to be engaged with eachother or to disconnect the connection.

In the context of the present invention, a “free position” or “unlockingposition” is understood to mean a position of the locking means thatgenerally allows disconnecting of the connecting element from theinterface. Certainly, another safety device or a fastener can bearranged at vehicle and/or module, which even in the free positionprevents an independent separation of the connecting element from theinterface, as for example an additional mechanical and/or magneticlocking or fixing.

In the locking position, as already discussed in the preceding,connecting element and interface may be locked with each other, i.e.,mechanically locked in such a way that an accidental disconnection ofthe module from the vehicle is being avoided. In this position, both thelocking means are engaged with each other in such a way that adisconnection of connecting element and interface, i.e., a substantialmovement of these components relative to each other in the disconnectiondirection, is blocked. The holding force of the connection betweenconnecting element and interface by the locking means may in anembodiment be so that in the locked state, pulling apart of interfacefrom connecting element with the help of a person's bodyweight is beingprevented. For this purpose, the locked connection between connectingelement and interface may, e.g., be designed for a holding force of atleast 500 N, at least 1000 N, at least 2000 N, at least 4000 N or atleast 6000 N.

The at least one locking means may be formed in such a way that it ismanually movable between the free position and the locking position. Forthis purpose, the respective locking means may, e.g., be formed with asuitable operating element, for example with an appropriate manuallyoperated push-button or lever.

According to another embodiment, the locking means is formed with alockable operating element, as for example a lock and particularly alock cylinder. Hereby, an increased protection against third partyinterferences, such as for example theft, is made possible.

Beside manual operation, the locking means can additionally oralternatively and in an embodiment also be formed to be movable betweenthe free position and the locking position with a motorized lockingdrive, as for example by means of one or more springs and/or apneumatic, hydraulic or otherwise motorized locking drive.

In an embodiment, the locking means is connected to a spring arrangementto provide a restoring force. Hereby, a motorized locking drive can beformed particularly simple as only one direction of motion of thelocking means, namely against the spring force, has to be motor driven.

According to another embodiment, an electrically operable locking driveis arranged at the first and/or second locking means that is designed tomove at least one, i.e., the first and/or the second of the lockingmeans between the free position and the locking position.

For this purpose, the electrically operable locking drive may be of anysuitable design and may for example be formed as electric motor. Thelocking drive may be connected directly as well as via anothermechanical system, for example a worm drive or a gear wheel system, tothe respective locking means, to move the respective locking meansbetween the free position and the locking position.

The drive for the locking means may be arranged both at the electricvehicle and at the module in corresponding examples. Provided that bothlocking means are formed movable, a corresponding locking drive may bearranged at each of the electric vehicle and the module.

According to a further embodiment, the locking drive is arranged at theconnecting element on the module side. Hereby, a particularly simple andcompact interface on the vehicle side is made possible. Also in case ofa charging module, mechanically movable components are not arranged onthe vehicle side, whereby protection against external influences such asfor example moisture and mechanical damage by vibrations duringoperation of the vehicle is given. Furthermore, for example in case ofmalfunctions, the locking drive can be accessed independently from theelectric vehicle to easily disconnect vehicle and module from each otherin case of for example repairs and maintenance.

The activation of the locking drive can take place by any suitabledevices. It is for instance conceivable to provide a switch contact thatactivates the locking drive when connecting the connecting element tothe interface to lock the components. For example, a mechanical sensoror also a contactless sensor, as for instance an acoustic or an opticalsensor, may be used as switch contact.

According to another embodiment, the module comprises a module controlconnected to the locking drive. The module control is herebyparticularly used to set the position of the second locking means and toaccordingly control the locking drive.

In this context, the module control can for instance comprise amicrocontroller or another suitable electronic component, wherenecessary with an appropriate programming.

Thus it is, e.g., possible that in case of a charging module, the modulecontrol activates the locking drive on connection of interface toconnecting element and locks the locking means. After completed chargingprocess of the battery present in the vehicle, the locking drive isagain activated and interface and connecting element are accordinglyunlocked automatically. Hereby it is possible to prevent that thecharging process is interrupted early, which can be disadvantageous forconventional batteries.

Alternatively or additionally, the module control can be connected to acontrol panel so that locking and/or unlocking can only take place afterentry of a PIN code. Thus, an unauthorized removal of a module or of thevehicle can be prevented especially in public spaces.

According to a further embodiment, the electric vehicle furthercomprises a control device. The module control is configured forcommunication with the control device and particularly for sending atleast an identification signal to the control device upon connection ofthe connecting element to the interface. The control device isconfigured in order to receive the at least one identification signal,to compare the identification signal with at least one compatibilityparameter, and, in case that the identification signal corresponds tothe compatibility parameter, to send a first activation signal to the atleast one locking drive to lock the connecting element to the interface.

In this embodiment, the interface of the electric vehicle is thus onlybeing locked to the connecting element of the module if for example thecompatibility or the eligibility for this purpose is assured. It is thusfor instance possible to ensure that only compatible or eligiblevehicles can be used and locked with modules, as for example a chargingstation, or also only compatible or eligible modules, as for exampleoriginal batteries, can be used and locked with the vehicle.

The activation signal in this context may be sent to the locking drivedirectly by the control device or indirectly for example via the modulecontrol. The activation signal may, e.g., in this context be anaccordingly suitable electric signal. For example, the activation signalis a digital signal.

The control device may, for communication with the at least one module,particularly comprise one or more microprocessors or an accordinglyequipped computer unit with an appropriate programming, stored in amemory.

The control device may be formed in one or multiple parts, whereby acentral control device is possible in an embodiment. The control devicemay also be formed integrally with further components of the vehicle,for example with a motor control of the electric drive unit. In anembodiment, the control device corresponds to an “Energybus-Controller(EBC)”.

The module control may, as mentioned at the beginning, be designed insuch a way that the identification signal is being sent to the controldevice at least upon connection of the connecting element of the moduleto the interface of the electric vehicle.

The communication may for example be carried out wirelessly with asuitable protocol. With a wireless communication, control unit andmodule control should comprise appropriate receiver or transmitterunits. For example, communication may be provided using one or more ofWi-Fi, Bluetooth, Zigbee, cellular (e.g. GSM, UMTS, LTE), NFC, and IR.Bidirectional communication may, e.g., be used, although it is generallysufficient if the module control can send the identification signal tothe control device. For example, the control device may comprise an RFIDreader, which scans the module control formed with a RFID chip at orshortly before connecting the connecting element to the interface. Themodule control can thus be formed active or passive, for example astransponder.

Alternatively to a wireless communication, control device and modulecontrol may also be formed for communication via an appropriatecommunication line in a corresponding embodiment. For example, it ispossible that both control device and module control communicate witheach other through the on-board power supply system and/or an auxiliaryon-board supply system if present, by for instance transmitting theidentification signal modulated according to a “power linecommunication”. According to an embodiment, the identification signal isa digital signal, which is particularly advantageous concerning thereliability.

The identification signal enables the control device to do a comparisonwith at least one compatibility parameter and thus a decision concerningthe compatibility or eligibility for operation of the module with thevehicle. For instance, the identification signal may enable the controldevice to decide concerning the compatibility of the electricarrangement of the module with the on-board power supply system, i.e., acheck if the arrangement can be safely connected to the on-board powersupply system.

In the simplest case, the identification signal allows an identificationof the module, so that, if necessary after scanning of an appropriatememory unit provided in the control device, a verification is possibleif the module may be connected to the electric vehicle or if the moduleis compatible with the on-board power supply system and thus with thevehicle. Thus, the identification signal can correspond to anidentification parameter, such as for example an access or PIN code, aserial number and/or a model ID, if required with manufacturer ID.Alternatively or additionally, the identification signal can correspondto a functional ID regarding the functionality of the electriccomponent, such as for example “energy source” or “energy drain”, or“battery”, “charging device” or “solar panel”.

The at least one compatibility parameter can for example comprise one ormore reference values and/or one or more threshold values. Certainly,the control device may in an embodiment be formed for comparison ofseveral compatibility parameters. The at least one compatibilityparameter may for example be preset in the control device or be obtainedfrom a memory unit by means of the control device. Alternatively oradditionally and in a corresponding embodiment, a measuring unit can beconnected to the control unit, to measure an electric variable of theon-board power supply system, as for example voltage or current flow,and to detect accordingly one or more compatibility parameters out ofit.

In addition to the above, the identification signal may in oneembodiment also be transmitted to a cloud-based server system fortheft-control, billing, or logging purposes.

According to another embodiment, after occurred compatibility check,thus in case that the identification signal corresponds to thecompatibility parameter, the control device sends an activation signalto at least one switch unit to connect the electric arrangement to theon-board power supply system. Such activation signal may be providedindependently from the above mentioned locking in an embodiment or beprovided additionally thereto, i.e., as a second activation signal.

The switch unit provides a switchable, separable connection of theelectric arrangement of the module to the on-board power supply system.Generally, the switch unit may for example be formed in such a way thatbefore activation of the switch unit by the control device, the electricarrangement is safely disconnected from the on-board power supplysystem, hence also in the period between the connecting of theconnecting element to the interface and the activation of the switchunit by the control device.

The present embodiment provides a safe disconnection of the electricarrangement of the module from the on-board power supply system beforethe compatibility check. In one exemplary embodiment and in case thatthe identification signal corresponds to the compatibility parameter,the previously described locking of interface and connecting element bysending the first activation signal may for example take place at first,and then the electrical connection between on-board power supply systemand electric arrangement of the module may established. Consequently,the safety of operation may be further increased due to initiallyensuring the correct connection and locking of the module at thevehicle, before the electrical connection between on-board power supplysystem and electric arrangement of the module is being established.

In another embodiment, the control device is formed to initially sendthe first activation signal to the locking drive and then send thesecond activation signal to the switch unit.

For operation of the switch unit, the switch unit is suitably connectedto the control device for reception of the second activation signal,whereby besides a direct connection certainly also an indirectconnection, for example via further components of the vehicle or themodule, is possible.

The switch unit may be formed for single-pole or multi-pole switching ofthe connection between the electric arrangement and on-board powersupply system, as long as it is assured that before activation by thecontrol device, no significant electric current flows between thearrangement and the on-board power supply system. In an embodiment, theswitch unit is formed for all-pole switching of the connection betweenelectric arrangement and on-board power supply system, which further mayincrease the safety of operation. The switch unit may be formeddiscrete, for example as relay or contactor, but also as an integratedcircuit, for example as MOSFET, in corresponding embodiments.

In this context, it is noted that the switch unit may be formed in oneor multiple parts and generally be arranged on the side of the vehicle,which is advantageous concerning weight and overall size of the module.In an embodiment, the switch unit is however provided on the side of theat least one module. Hereby, the on-board power supply system may beextended in a simple way by addition of further interfaces, similarly toa bus system. In case of multiple modules, each module certainly may,e.g., comprise an appropriate switch unit.

According to another embodiment, the switch unit is formed integrallywith the connecting element, whereby a particularly compact design isprovided. Particularly and in another embodiment, the module control isformed integrally with the connecting element and in particularintegrally with the switch unit. Furthermore, and in another embodiment,an optical indicator, such as for example a LED, is connected to theswitch unit for display of the connection state.

According to another embodiment, the control device may be designed todetect at least one electric operating parameter of the arrangement fromthe identification signal and to compare the operating parameter with atleast one electric compatibility parameter of the on-board power supplysystem.

Hereby, a compatibility check based on the electrical properties of thesystems to be connected may be provided, which ma increase the safety ofthe system further. The electric operating parameter of the arrangementand the electric compatibility parameter of the on-board power supplysystem may in this context be any electric variable or range suitablefor the comparison, such as for example voltage, current, power and/orbattery capacity.

Certainly, and in another embodiment, the comparison may compriseseveral electric operating parameters of the arrangement andcorresponding compatibility parameters.

The module control may for example be formed to retrieve the at leastone electric operating parameter from a memory on the module side and tosubsequently send a corresponding identification signal to the controlunit of the vehicle. This is particularly then feasible when theelectric operating parameter corresponds to an operating range of theelectric arrangement of the module, for instance to the applicablevoltage range and/or a maximum applicable current of the arrangement.

Alternatively or additionally and in an embodiment, the module controlmay comprise at least one measuring unit each, to detect the electricoperating parameter by measurement. In case of a voltage source, such asa battery or a charging device, it is thus possible to determine thepresent voltage and to send a corresponding identification signal to thecontrol device.

Similarly, the control device may, e.g., as discussed in the preceding,determine the at least one electric compatibility parameter of theon-board power supply system from the memory unit or a measuring unitprovided in the vehicle.

According to another embodiment, the module control comprises at leastone measuring unit for measuring the voltage of the electric arrangementas well as the control device comprises a measuring unit on the vehicleside for measuring the voltage of the on-board power supply system.Additionally, the module control can comprise a second measuring unit todetermine whether the on-board power supply system shows a voltage afterthe connection with one of the interfaces.

In a further embodiment, the module control transmits the identificationsignal, which corresponds at least to the voltage of the electricarrangement. The control device detects the voltage of the electricarrangement from the identification signal and compares the voltage ofthe electric arrangement to the voltage of the on-board power supplysystem. The control device sends in this case the activation signal tothe switch unit if the two voltages do not substantially differ fromeach other. For example, and in corresponding embodiments by not morethan ±0.5 V, not more than ±0.15 V, or not more than ±0.05 V.

Certainly, depending on the application, it is e.g. possible that theidentification signal corresponds to multiple operating parametersand/or identification parameters and that the control device is formedwith corresponding compatibility parameters for comparison of theseoperating and/or identification parameters.

In an embodiment, the control device is further formed for sending adeactivation signal to the at least one locking drive to unlock theconnecting element and the interface and/or for sending a deactivationsignal to the at least one switch unit.

For this purpose, the control device may for example be connected to anappropriate control panel, so that the deactivation signal can be sentaccording to a user input, for example when the user requests thedisconnection of the module from the vehicle. Alternatively oradditionally, the control device may, e.g., be formed to automaticallysend the deactivation signal, for example in case of the connection of acharging module when the charging process is completed or in case of acharging fault.

According to another embodiment of the invention, the interface and/orthe connecting element is formed as plug-in connector. In anotherembodiment, both interface and connecting element are formed ascorrespondingly formed plug-in connectors.

In the context of the present invention, a plug-in connector isunderstood to mean a separable component, which is to connect as easy aspossible to a corresponding component and which allows an electricalconnection of the vehicle to the module in the connected state.

The plug-in connector may for example be formed in such a way that asafe connection between on-board power supply system of the vehicle andthe electric arrangement of the module is possible. Particularly, theplug-in connector may be adapted to the electric requirements of therespective arrangement, particularly concerning current and voltage.According to embodiments, the plug-in connector is designed for anelectric current of at least 3 A, particularly at least 5 A, and mostparticularly at least 60 A at a voltage of 10 V-180 V. In oneembodiment, the plug-in connector is configured for multiple voltages,e.g., 12 V, 60 V, and 180 V at 60 A and thus may comprise, e.g., acorresponding number of pins.

Conventional plug-in connectors are for instance receptacles that aredesigned as sockets for plugs. It is possible in this context to designthe connecting element or the interface as receptacle or plug. Forexample and as particularly low-maintenance and easy-care, theconnecting element on the module side is designed as receptacle. In thiscase, the interface can be formed as plug corresponding to thereceptacle.

According to another embodiment, the plug-in connector comprises atleast two electric contacts, so that the on-board power supply systemcan be connected to the electric arrangement. For example, the plug-inconnector may further comprise contacts for the transmission of acommunication signal, as for example of a CAN bus system. In anotherembodiment, the plug-in connector is alternatively or additionallyformed for electrical connection of the auxiliary on-board supplysystem, discussed in the preceding, to the module.

According to a further embodiment of the invention, a flexibleconnection means is arranged between the interface and the electricvehicle and/or the connecting element and the module. Hereby, theoperability of the vehicle system is further simplified and a connectionof the module to the vehicle is further facilitated.

In this context, the connection means can may formed in one or multipleparts. In one embodiment, the connection means is built tubular orcable-like and comprises, besides appropriate electric conductors forconnecting of the on-board power supply system with the electricarrangement of the module, a retaining element made of a materialresisting mechanical stress, as for example a metallic armor or a steelrope.

Using the above mentioned flexible connection means, enhanced connectionoptions between module and electric vehicle result for the vehicle user.For example, bicycles can be parked in a spaced manner at a chargingstation and be connected to and locked with this charging station. It isalso for example possible to connect and to lock modules with thevehicle, whereby the modules however can be flexibly positioned, forexample at the handle bar of the vehicle. Furthermore, the vehicle may,for instance with the connection means, be attached particularly easy toan object, as for example a bicycle rack, and additionally be connectedto the module.

According to another embodiment, an additional receptacle with a lockingmeans for the interface is present on the side of the vehicle, so thatthe flexible connection means with the interface can be inserted intoand locked with the receptacle. Hereby, use of the interface with theflexible connection means also as “cable lock” is possible.

According to a further embodiment, the first or second locking means isformed as locking bolt. The exact design of the bolt may be chosendepending on the application; the bolt can for example be formedcylindrical or alternatively also spherical. The bolt may, e.g.,comprise additional recesses or protrusions as for example one or moregrooves. Locking bolts are particularly easy to manufacture,low-maintenance and particularly easy to combine with the embodiment ofa linearly movable locking means. In a further embodiment, therespective other locking means is formed as receptacle for the lockingbolt, so that a safe connection of module and vehicle is possible.

According to another embodiment, a magnetic fixing is provided to fix inplace and to loosely position the interface and the connecting elementwith each other. The magnetic fixing may be arranged both at theconnecting element and/or at the interface. The fixing allows an exactpositioning of the interface and the connecting element in relation toeach other, to allow a failure-free and exact locking. Furthermore,hereby the connecting element stays at the interface also afterunlocking occurred, so that the connecting element, for example whenformed with a flexible connection means, does not leave its positionuncontrolled and gets accidentally damaged.

In another embodiment, the electric vehicle is formed for connection oftwo or more modules. Certainly, the electric vehicle may in this case,e.g., comprise two or more interfaces.

According to an embodiment, the switch unit may be formed for separateconnecting of the two or more modules to the on-board power supplysystem so that in case of an incompatibility, the corresponding modulewill not be connected to the on-board power supply system, however aconnection of the other modules is possible.

Alternatively or additionally and in corresponding embodiment, thecontrol unit may comprise a priority control in case of connection oftwo or more modules, to in addition to the compatibility check,determine based on the priority if the respective module can beconnected to the on-board power supply system. To this end, the controlunit can for example be adapted to compare the identification signalwith one or more priority parameters, so that the activation signal isonly being sent to the switch unit if the identification signalcorresponds to the at least one priority parameter.

For example, in case of a connection of multiple battery modules, it isconceivable to prioritize based on the present power requirement of theelectric drive unit. Likewise, it is, e.g., possible to provideprioritization based on the module type, so that for example at firstthe energy of a solar panel is being used for the drive, and a batterymodule is only then being connected when the solar panel does not supplysufficient electric power. Certainly, also a module that is notconnected may nevertheless be locked with the vehicle.

Further, the electric vehicle may in an embodiment comprise acommunications network, separate from the on-board power supply system,that connects the control device to the at least one interface. Thecommunications network here may be used for transmission of at least theidentification signal from the module control, after the module has beenconnected to the interface of the vehicle. Certainly, the communicationsnetwork may be formed for connection of other components of the vehicleor the module, such as for example of the locking drive, the switchunit, an instrument board, an operating device and/or a motor control.The communications network may in this context for example compriseelectric signal lines. In another example, the communication network isan optical network, i.e., a communications network accordingly formedwith optical signal lines and transmitter/receiver arrangements. In yetanother example, the communications network is a wireless network.Certainly, and in further embodiments, the communications network is ofhybrid type, e.g., using electrical signal lines and wirelesscommunications. In another embodiment, the communications network isformed as bus system. For example, the communications network may be aCAN bus system. In one embodiment, control unit and module control areformed for communication via the CAN-open protocol.

According to a further embodiment, interface and/or connecting elementare formed to connect the electric arrangement to the on-board powersupply system and the module control to the communications network. Theconnecting element consequently allows the transmission of electricenergy for the drive unit and also a separate transmission of theidentification signal or activation signal. Hereby, the usability may befurther increased, as only one connection has to be established uponconnection of the module to the vehicle.

In another embodiment, interface and/or connecting element are furtherformed for connection of the module control to the eventually providedauxiliary on-board supply system, to supply the module control withelectric energy. For example, interface and/or connecting element areformed for connection of a 42 V on-board power supply system, a 12 Vauxiliary on-board supply system and a CAN bus system (CAN high, CANlow).

According to another aspect, a method is provided for connecting anelectric vehicle, particularly a light electric vehicle, to a module,wherein the electric vehicle comprises at least an on-board power supplysystem, an interface connected to the on-board power supply system and afirst locking means arranged at the interface, and the module comprisesat least one connecting element separably connectable to the interfaceand a second locking means, arranged at the connecting element, which isformed for engagement with the first locking means. In this context, thefirst and/or the second locking means may be moved from a free positioninto a locking position to lock the connecting element at the interface.

The previously explained locking between an electric vehicle and amodule can also be used in the context of a modular charging system.Another aspect thus concerns a modular charging system with a chargingunit and at least one module.

The charging unit according to this aspect comprises a charging line andone or more interfaces connected to the charging line for connection ofat least one rechargeable module. Further, the charging line comprises afirst locking means arranged at the interface.

The at least one rechargeable module comprises a connecting elementseparably connectable to the interface and an electric arrangement forconnection to the charging line. A second locking means is arranged atthe connecting element and is formed for engagement with the firstlocking means.

In this context, at least one of the locking means is movable between afree position and a locking position, wherein the connecting element isseparable from the interface in the free position and in the lockingposition the connecting element is mechanically locked with theinterface.

The embodiment according to the present aspect thus provides increasedsafety of operation when connecting a rechargeable module to a chargingunit by means of the locking according to invention for protection offor example unauthorized removal of the rechargeable module.

The electric arrangement may for example comprise an electric energystorage and particularly a battery arrangement, such as for example oneor more accumulators. In one embodiment, the rechargeable module is thusa battery module.

The charging unit is for example configured for connection to a powergrid, for example a 220V or 110V electric power grid. In one embodiment,the charging unit comprises a power supply unit that connects the powergrid to the charging line and is designed for an adaptation andmonitoring, if necessary, of current and/or voltage. The charging linein this context can further be formed according to the previouslydescribed on-board power supply system.

Concerning the configuration of the individual components of thecharging unit and of the rechargeable module, reference is made to thepreceding description of the modular vehicle system, wherein theconfiguration of the components of the charging unit corresponds to therespective components of the vehicle.

Reference will now be made to the drawings in which the various elementsof embodiments will be given numerical designations and in which furtherembodiments will be discussed.

Specific references to components, process steps, and other elements arenot intended to be limiting. Further, it is understood that like partsbear the same reference numerals, when referring to alternate figures.It is further noted that the figures are schematic and provided forguidance to the skilled reader and are not necessarily drawn to scale.Rather, the various drawing scales, aspect ratios, and numbers ofcomponents shown in the figures may be purposely distorted to makecertain features or relationships easier to understand.

FIG. 1 shows an embodiment of a modular vehicle system 1 in a schematicview consisting of an electric vehicle 2, in the present case anelectric bicycle, and a module in form of a charging module, namely acharging column 3. The module formed as charging column 3 is in thepresent case designed for permanent connection with the ground 31, forexample in an outdoor area, and can thus for example be used as publiccharging terminal in urban environments.

The vehicle 2 comprises an interface 4 formed as plug-in connector thatcan be connected to the charging column 3 to hence charge for example abattery arranged on the bicycle side (not shown) via the charging column3. For this purpose, the vehicle 2 comprises an on-board power supplysystem 13 (cf. FIG. 2) which connects at least the interface 4 to thebattery and an electric drive unit (not shown) in the vehicle. Theon-board power supply system 13 is according to the present embodiment adirect current system with an operating voltage of 42 V DC. Interface 4and on-board power supply system 13 are designed for a current ofapprox. 20 A-100 A.

For connection of the vehicle 2 with the charging column 3, the vehicleis being moved in such way relative to the charging column 3 that theinterface 4 is engaged with a tapered formed receptacle 5 for theinterface 4, which is described with reference to the following FIGS.2-3.

FIG. 2 shows a schematic, horizontal sectional view of the modularvehicle system 1 according to FIG. 1 along the line A-A, wherein thevehicle 2 in FIG. 2 is only partially shown. As shown, the chargingcolumn 3 comprises an oval basic shape, wherein the receptacle 5 (seealso FIG. 1) is arranged sidewise for connection to the vehicle 2.

The receptacle 5 is connected to a sliding guide 8 in which a connectingelement 6 is arranged linearly movable. The connecting element 6 is usedfor connection of an electric arrangement, i.e. in the present case acharging control 14, to the vehicle 2 and is formed as cylindricalplug-in connector. The charging control 14 is used in the present casefor supply of an electric charging current of approx. 20 A as well asfor control of the charging process, and thus comprises amicrocontroller with an appropriate programming. The connecting element6 is being driven by an electric motor 30 that is connected to thecharging control 14 for control.

On the front side of the connecting element 6, a second contact element11 is arranged which is formed correspondingly to a first contactelement 10, arranged at the electric vehicle 2, to establish anelectrical connection between vehicle 2 and charging control 14.Furthermore, the second contact element 11 of the connecting element 6also serves in the present case as first locking means for locking ofthe module 3 with the vehicle 2, as explained in the following. Thecharging control on the module side 14 is connected to the connectingelement 6 and thus to the second contact element 11 by means of aflexible connection cable 12.

The interface on the vehicle side 4 shown in a sectional view in FIG. 2comprises, as already discussed at the beginning, the first contactelement 10. This contact element is, as shown, arranged in a blindhole-like recess 9 that engages with the contact element 11 on themodule side and thus acts as locking means.

For connection of the vehicle 2 to the charging column 3, the interface4 is being slid in direction of the arrow according to FIG. 2 into thetapered receptacle 5. As shown in FIG. 2, the connecting element 6 is ina free position, so that the interface can be slid into the receptacle5.

As soon as the interface 4 has reached its end position in thereceptacle 5, the charging control 14 activates the electric motor 30and hence operates the connecting element 6. For this purpose, a microswitch is provided at the receptacle 5 (not shown), which signalizes tothe charging control 14 a vehicle 2 to be connected to the chargingcolumn 3. As an alternative to the micro switch, also an optical sensoror a Hall sensor can be used.

The connecting element 6 is being accordingly brought into a lockingposition, which is shown in another schematic sectional view in FIG. 3.

The electric vehicle 2 is here, as shown in FIG. 3, slid into thereceptacle 5 with the interface 4. The connecting element 6 is in thelocking position, in which the first contact element 10 is connected tothe second contact element 11 and so establishes an electricalconnection between charging control 14 and the on-board power supplysystem 13. Furthermore, the second contact element 11 on the module sideis engaged with the recess on the vehicle side 9 whereby vehicle 2 andcharging column 3 are mechanically locked, i.e. the vehicle 2 isprotected against unauthorized removal or theft at the stationarycharging column 3. Hence, at the same time is advantageously providedboth an electrical connection and a mechanical locking.

To unlock vehicle 2 and charging column 3, the charging control 14activates the electric motor 30 again. For this purpose, for example anoperating element (not shown) can be provided at the charging column 3,so that an unlocking only takes place after entry of a predefined PINcode by the user. Especially if the present charging column 3 is placedin the public space, such a protection can be appropriate.

The contact elements 10, 11 can additionally be designed forestablishing a data communication between the vehicle 2 and the chargingcolumn 3. Here, the contact elements 10, 11 are formed as plug andsocket with 2-6 electric contacts each.

FIG. 4 shows a second embodiment of a modular vehicle system 1′ in aschematic view based on the connection of an electric vehicle 2′ toanother module, in the present case a charging device 17. For reasons ofclarity, the vehicle 2′ is only shown adumbrated in FIG. 4. The presentembodiment corresponds to a large extent to the embodiment explainedwith reference to the FIGS. 1-3, therefore accordingly correspondingelements are labeled with the same reference numerals.

As can be taken from FIG. 4, also in the present case the interface 4′is formed as plug-in connector. The interface 4′ is connected to theon-board power supply system (not shown in FIG. 4) of the vehicle 1 bymeans of a suitable cable 18. The cable 18 is integrally provided with ametallic armor or a steel cable to prevent an unauthorized interference.

The charging device 17 comprises a connecting element 6′ formed assocket, in which the plug-shaped interface 4′ can be plugged in asshown. The interface 4′ is formed as cylinder-shaped bolt and comprisesa circular formed groove 19 that engages with a bar 22 for locking ofvehicle 2′ and charging device 17, which is shown in FIG. 4.

As previously explained with reference to the FIG. 1-3, the interface 4′comprises a first contact element 10′ and the connecting element 6′comprises a second contact element 11′, to electrically connect theon-board power supply system (not shown in FIG. 4) to the chargingcontrol 14.

Furthermore, a bolt shaped bar 22 is arranged at the connecting element6′. The bar 22 is linearly movable in a sliding guide 23 by means of anelectric motor 30. In the shown locking position, the bar 22 engageswith the circular groove 19 of the interface 4′ and prevents anunplugging or releasing of the interface 4′ from the connecting element6′.

The connecting of vehicle 2′ with the charging device 17 is conducted asexplained with reference to the FIG. 1-3. In the starting position, thebar 22 is in a free position (not shown in FIG. 4), in which theinterface 4′ can be plugged in the socket-shaped connecting element 6′.The charging control 14 identifies the plugged-in interface 4′ andoperates the electric motor 30 which slides the bar 22 into the lockingposition shown in FIG. 4. The vehicle 1′ is thus electrically connectedto the charging device 17 and also mechanically locked with the device.

If the vehicle 2′ is not connected to an according module, such as acharging device 17, the interface 4′ can be fastened at the vehicle 2′in an additional holding device 15, as shown in the schematicillustrations of the FIGS. 5a and 5 b.

As shown in the FIG. 5b , the interface 4′ is plugged in into asocket-shaped receptacle 29. Further arranged at the holding device 15is a locking bolt 16 that can be slid in and out of the circular groove19 by means of a rotation cylinder lock 31.

After unlocking of the locking bolt 16 by means of the shown rotationcylinder lock 31, the interface 4′ can be pulled out of the receptacle29. Via the flexible connection means 18, the interface 4′ can beconnected and locked in a particularly easy way, for example with aconnecting element of a module (not shown here), as previouslyexplained. Additionally, the arrangement of interface 4′ and cable 18,due to the arrangement of the holding device 15 at the vehicle 2′, canbe used for locking the electric bicycle 2′ for instance to a bicyclerack or a lamp post.

The preceding explained embodiments of the modular vehicle system canadditionally be used in combination with a compatibility check, asexplained in the following with reference to the FIG. 6-10.

FIG. 6 shows the electric system 100 of a modular vehicle system 1, inthe present case an electric bicycle, in a schematic view. For reasonsof clarity, the other particularly mechanical components of the electricbicycle, such as for example the frame and the wheels, are not shownhere. Furthermore, all components are only shown schematically withregard to their mechanical embodiment to show that the compatibilitycheck explained in the following can be applied advantageously with allpreviously explained embodiments.

As can be understood from FIG. 6, the electric system 100 comprisesthree on-board network systems in total, namely an on-board power supplysystem 101, a CAN bus system 102 and an auxiliary on-board supply system103. The on-board power supply system 101 is being primarily used forelectrical energy supply of an electric drive unit 104 of the vehicle.The on-board power supply system 101 is designed as a direct currentsystem with an operating voltage of 42 V DC for a current of approx. 20A-100 A. The on-board power supply system 101 is being supplied withelectrical energy by an internal rechargeable vehicle battery 105.

The auxiliary on-board supply system 103 is designed for an operatingvoltage of 12 V direct current and is being used for electrical energysupply of other vehicle components, such as for example an operatingunit 106 and a control device 107. In this context, the auxiliaryon-board supply system 103 is being supplied with electrical energy bythe battery 105 and an intermediate 42V/12V converter 109.

The CAN bus system 102 is being used for the control and thecommunication of the vehicle components, as described in the following.The CAN bus system 102 is formed with electrical signal lines in thepresent case; the communications protocol corresponds to the “CAN-open”protocol according to specification CiA 454 (LEV).

The electric drive unit 104 comprises an electric motor 110, which isconnected to the on-board power supply system 101 by a motor control111. The motor control 111 is further connected to the CAN bus 102 forreception of control commands and modulates the voltage supplied to themotor from the on-board power supply system 101 by means of pulse widthmodulation (PWM) to allow a control of the drive power.

For control of the electric vehicle, the already mentioned centralcontrol device 107 is provided which is accordingly connected to the CANbus 102 and for voltage supply further to the auxiliary on-board supplysystem 103. The control device 107 is a microprocessor control, which isbeing controlled by a program stored in a connected and variable memoryunit 112. In this context, the control unit 107 is being used forinstance for controlling the motor control 111 for driving operationaccording to a control command of the vehicle user entered via theoperating unit 106.

The control device 107 further monitors the on-board power supply system101 and is for this purpose connected to a measuring unit 113 whichdetects voltage and current on the on-board power supply system andprovides according digital measuring values to the control device 107.The memory unit 112 comprises compatibility parameters in a database,which is specified in the following.

The electric system 100 of the electric vehicle furthermore comprisestwo interfaces 114, which are formed as plug-in connectors forconnection to corresponding modules 120 and which separably connect theon-board power supply system 101, the auxiliary on-board supply system103 and the communications network 102 accordingly to the modules 120connected to the interfaces 114.

The electric system 100 of the electric vehicle and in particular theon-board systems 101, 102 and 103 can certainly comprise or connectother assembly parts and components, as implied by the broken lines.

An embodiment of a module 120 provided for connection to an interface114 is shown in a schematic view in FIG. 7. The module 120 comprises aconnecting element 121 that is in the present case formed as a socketfor engagement with one of the interfaces 114.

The module 120 further comprises an electric arrangement, namely a 42Vbattery 122, which is connected to the connecting element 121 by asupply line 123 for the supply of electrical energy to the on-boardpower supply system 101. Alternatively, the module 120 can be formed inparticular as charging column 3 or charging device 17, as shown in FIG.2-4.

Interface 114 and connecting element 121 can correspond mechanically forexample to the embodiments previously explained with reference to theFIGS. 1-4. Particularly the connecting element 121 can comprise anelectromotive driven bar (not shown in FIG. 7) that engages in acircular groove (not shown in FIG. 7) arranged in the interface 114 forlocking.

A schematic view of the connecting element 121 is shown in FIG. 8. Ascan be understood from FIG. 8, the connecting element 121 comprisesthree contact elements in total to connect the module 120 to theon-board power supply system 101, to the CAN bus system 102 and to theauxiliary on-board supply system 103.

The connecting element 121 is integrally formed with a first switch unit124, with which the connection between the supply line 123 andconsequently the battery 122 with the on-board power supply system 101can be controlled. Additionally the switch unit 128 connects a 42V/12Vconverter switchable to the auxiliary on-board supply system 103, tosupply the electric auxiliary on-board supply system 103 of the vehiclewith electrical energy, for example in case of a malfunction. The switchunits 124 and 128 are in the present case formed with MOSFET switchesand are being controlled by a microprocessor module control 125 that isconnected to the CAN bus system 102. The module control 125 is suppliedwith electrical energy via the converter 129 and thus by means of thebattery 122 of the module 120.

A measuring sensor 126 is provided to detect the voltage on the supplyline 123 and thus the voltage provided by the battery 122, and toprovide an according measuring value to the module control 125.

Further a monitoring unit 127 is provided which monitors the maximumadmissible current between module 120 and on-board power supply system101 as well as between module 120 and auxiliary on-board supply systemas well as the maximum admissible voltages, so that for example thebattery 122 can be safely disconnected from the electric system 100 ofthe vehicle in case of a short circuit. For this purpose, the monitoringunit 127 transmits corresponding measuring values on a regular basis tothe module control 125, which accordingly operates the switch units 124and 128.

In the present embodiment, a current of 100 A between supply line 123and on-board power supply system 101 or of 20 A between converter 129and auxiliary on-board supply system 103 should not be exceeded.

The monitoring unit 127, the switch units 124, 128 and the measuringsensor 126 are certainly connected to the module control 125 by suitablecommunications lines (not shown).

In addition, an electric motor 121 a is provided that drives thepreviously described bar (not shown). The electric motor 121 a is beingactivated by the module control 125 and is being supplied withelectrical energy by the converter 129.

An embodiment of the electric system 100 of the modular vehicle withconnected module 120 is shown in FIG. 9. The connection of an additionalbattery 122 can for instance then be necessary when the internal vehiclebattery 105 is depleted or the range of the vehicle is to be increased.For this purpose, the user connects the module 120 to the interface 114,whereupon control device 107 and module control 125 communicate witheach other in a compatibility mode via the CAN bus 102, to on the onehand to check the authorization for the connection of the module 120 andon the other hand to check the compatibility of the module 120 and morespecific of the battery 122 of the module 120 before connecting and alocking of the battery with the on-board power supply system 101.

The method of connecting the module 120 to the interface 114 isexplained in the following with reference to the embodiment according toFIG. 10, which illustrates the individual steps by means of a flowchart.

According to step 50, the connecting element 121 of the module 120 is atfirst being connected to one of the interfaces 114 by a user, as shownin FIG. 9. The switch units 124 and 128 are in this state at first open,so that the battery 122 is not connected to the on-board power supplysystem 101. However, the connecting element 121 provides a connection ofthe monitoring unit 127 to the auxiliary on-board supply system 103 andthe on-board power supply system 101.

As soon as the monitoring unit 127 detects a voltage on the auxiliaryon-board supply system 103 or the on-board power supply system 101, theunit provides a signal to the module control 125 which in step 51queries the measuring sensor 126 with regard to the current batteryvoltage on the supply line 123.

Further, the module control 125 simultaneously determines multipleidentification parameters from an internal memory, which characterizethe module 120 with regard to model and manufacturer. In step 52, themodule control 125 sends an identification signal to the control device107 via the CAN bus system 102. The identification signal comprises thefollowing information in the present embodiment:

-   -   Manufacturer ID: 005    -   Model ID: 125    -   Battery voltage: 42.5 V

In this context, the manufacturer ID corresponds to a particularmanufacturer of the module, assigned accordingly to the ID. The model IDcorresponds to the functionality “source of energy—battery”.

The control device 107 receives the identification signal in step 53 andqueries the compatibility parameters of the vehicle from the databasestored in the memory unit 112. In the present embodiment, the databasecomprises the following parameters:

-   -   Allowed manufacturers: 002-008, 057, 062, 118-255    -   Allowed module models: 014-042, 48, 87, 125, 144    -   Minimum voltage on-board    -   power supply system: 30.0 V

The control device 107 compares in step 54 at first the parameterscomprised in the identification signal with the compatibility parametersreceived from the database. As follows from the preceding tables, themodule 120 is generally compatible with the vehicle and eligible forconnection. The control device 107 sends according to step 55 anactivation signal to the module control 125, which activates theelectric motor 121 a in step 56 and locks the module 120 to the vehicle.According to step 57, the control device 107 subsequently queries themeasuring device 113 with regard to the present voltage of the on-boardpower supply system 101.

The query of the measuring device in step 57 is necessary, as thevehicle comprises also an internal vehicle battery 105 and the voltageof the battery 122 thus should only deviate marginally from the voltageof the battery 105. In the present embodiment, the voltage on theon-board power supply system 101 is 42.5 V.

The control device 107 compares this value to the battery voltage fromthe identification signal in step 58 and checks if the battery voltageof the module 120 does not deviate by more than ±0.05 V from the voltageof the on-board power supply system 101.

As this is the case in the present embodiment, the control device 107sends in step 59 a second activation signal to the switch unit 124,connected to the module control 125, whereupon the supply line 123 andthus the battery 122 is connected to the on-board power supply system101. The compatibility check ends in step 60.

The successful connection is indicated to the user by a green indicatorlamp (not shown), such as for example a LED, which is arranged in theconnecting element 121. Otherwise, a red indicator lamp (not shown)indicates in the connecting element 121 that a connection of the module120 to the vehicle is not possible due to lack of compatibility. In thiscase, the electric motor 121 a is being activated again to unlock module121 from the interface 114.

During operation, the monitoring unit 127 remains active. If thepredetermined maximum values for current or voltage are being exceeded,the monitoring unit 127 sends a signal to the module control 125, sothat the switch unit 124 disconnects the connection between battery 122and electric system 1 of the vehicle to avoid damages.

Certainly, the present invention is not limited to applications in whicha module 120 is being connected to the vehicle 2, 2′. Also theconnection of a first module, for example a charging station or chargingunit, and of a second module, for example a rechargeable module withrechargeable battery, is conceivable.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, such illustration and descriptionare to be considered illustrative or exemplary and not restrictive; theinvention is not limited to the disclosed embodiments. For example, itis possible to operate the invention in any of the precedingembodiments, wherein

-   -   the control unit 107 is integrally formed with the operating        unit 106 and/or the motor control 111,    -   the switch unit 124 is formed on the side of the vehicle or on        the side of a charging unit,    -   the switch unit 124 is integrally formed with the interface 114,    -   only one or more than two interfaces 114 are arranged for        connection to corresponding modules 120 in the electric system        100 of the vehicle or in a charging unit,    -   the internal vehicle battery 105 is separably connected to one        of the interfaces 114 by means of a connecting element 121,    -   the CAN bus system 102 comprises optical signal lines in        addition or as an alternative to the shown electric signal        lines,    -   the indicator lamps are arranged on the side of the vehicle or        in a charging unit instead of at the connecting element 121        and/or    -   the switch unit 124 is formed for separated switching of a feed        line and a charging line, that are provided between module 120        and on-board power supply system 101.    -   the module (3, 17, 120) is designed as a passive component, i.e.        for example as extension or jumper cable, and comprises besides        a connecting element (6, 6′, 121) another plug-in connector or        an interface (4, 4′, 114) for connection to another module.

Other variations to the disclosed embodiments can be understood andeffected by those skilled in the art in practicing the claimedinvention, from a study of the drawings, the disclosure, and theappended claims. In the claims, the word “comprising” does not excludeother elements or steps, and the indefinite article “a” or “an” does notexclude a plurality. A single processor, module or other unit mayfulfill the functions of several items recited in the claims.

The mere fact that certain measures are recited in mutually differentdependent claims does not indicate that a combination of these measuredcannot be used to advantage. A computer program may bestored/distributed on a suitable medium, such as an optical storagemedium or a solid-state medium supplied together with or as part ofother hardware, but may also be distributed in other forms, such as viathe Internet or other wired or wireless telecommunication systems. Anyreference signs in the claims should not be construed as limiting thescope.

What is claimed is:
 1. A modular vehicle system comprising at least anelectric vehicle, with at least a control device; an on-board powersupply system for energy supply of an electric drive unit; an interface,connected to the on-board power supply system for connection of at leastone module; and first locking means arranged at the interface; themodular vehicle system further comprising a module, with at least amodule control, configured to communicate with the control device; anelectric arrangement; a connecting element, separably connectable to theinterface, for connection of the electric arrangement with the on-boardpower supply system; and second locking means arranged at the connectingelement, formed for engagement with the first locking means, wherein atleast one of the locking means can be controlled between a free positionand a locking position; at least one of the electric vehicle and themodule comprises a switch unit for controlling an electrical connectionbetween the electric arrangement and the on-board power supply system,and wherein one of the control device and the module control in adisconnection procedure is configured to in a first step send adeactivation signal to the switch unit upon which the electricalconnection between the electric arrangement and the on-board powersupply system is disconnected; and in a subsequent second step tocontrol the locking means to the free position with a second signal,different from the deactivation signal.
 2. The modular vehicle system ofclaim 1, wherein the switch unit is formed integrally with the electricvehicle.
 3. The modular vehicle system of claim 1, wherein the switchunit is formed integrally with the module.
 4. The modular vehicle systemof claim 1, wherein the switch unit is formed integrally with theconnecting element.
 5. The modular vehicle system of claim 1, furthercomprising a control panel, configured to enable a user to initiate thedisconnection procedure.
 6. The modular vehicle system of claim 1,wherein the control device during the disconnection procedure isconfigured to first send the deactivation signal to the switch unit andthen to control the locking means to the free position.
 7. The modularvehicle system of claim 1, wherein at least one electrically operablelocking drive is arranged at least at one of the first and secondlocking means to move at least one of the locking means between the freeposition and the locking position.
 8. The modular vehicle system ofclaim 7, wherein the locking means are controlled to the free positionby sending a further deactivation signal to the at least one lockingdrive.
 9. The modular vehicle system of claim 1, wherein the module is acharging unit.
 10. An electric vehicle with at least a control device;an on-board power supply system for power supply of an electric driveunit; an interface, connected to the on-board power supply system forconnection to a connecting element of a module; and first locking means,arranged at the interface, formed for engagement with a second lockingmeans, arranged at the connecting element of the module; wherein atleast one of the locking means is controllable between a free positionand a locking position; and wherein the control device in adisconnection procedure is configured to first send a deactivationsignal to a switch unit upon which the electrical connection between theelectric arrangement and the on-board power supply system isdisconnected and subsequently to control the locking means to the freeposition.
 11. The electric vehicle of claim 10, further comprising theswitch unit for controlling an electrical connection between theelectric arrangement and the on-board power supply system.
 12. A modulefor connection to an electric vehicle with at least a module control,configured to communicate with a control device of the electric vehicle;an electric arrangement for connection to an on-board power supplysystem of the electric vehicle; a connecting element, separablyconnectable to an interface of the electric vehicle; and second lockingmeans arranged at the connecting element, formed for engagement withfirst locking means arranged at the interface, wherein at least one ofthe locking means is controllable from a free position to a lockingposition and wherein the module control in a disconnection procedure isconfigured to in a first step send a deactivation signal to the switchunit upon which the electrical connection between the electricarrangement and the on-board power supply system is disconnected and ina subsequent second step to control the locking means to the freeposition with a second signal, different from the deactivation signal.13. The module of claim 12, further comprising the switch unit forcontrolling an electrical connection between the electric arrangementand the on-board power supply system.
 14. A method for disconnecting anelectric vehicle from a module, wherein the electric vehicle comprisesat least a control device; an on-board power supply system; aninterface, connected to the on-board power supply system; and firstlocking means, arranged at the interface; and the module comprises atleast a module control, configured to communicate with the controldevice; a connecting element, separably connectable to the interface;and second locking means, arranged at the connecting element which isformed for engagement with the first locking means, wherein at least oneof the locking means is controllable from a free position to a lockingposition and wherein in a disconnection procedure in a first step, adeactivation signal is sent to a switch unit upon which the electricalconnection between the electric arrangement and the on-board powersupply system is disconnected; and in a subsequent second step, thelocking means are controlled to the free position with a second signal,different from the deactivation signal.
 15. A modular charging systemwith a charging unit with at least a control device; a charging line; atleast one interface connected to the charging line for connection to atleast one rechargeable module; and first locking means arranged at theinterface; wherein the system further comprises a rechargeable modulefor connecting to the charging unit with at least a module control; anenergy storage device; a connecting element, separably connectable tothe interface for connection of an electric arrangement to the chargingline; and second locking means, arranged at the connecting element andformed for engagement with the first locking means, wherein at least oneof the locking means is controllable from a free position to a lockingposition and wherein at least one of the charging unit and therechargeable module comprises a switch unit for controlling anelectrical connection between the charging line and the energy storagedevice, and wherein one of the control device and the module control ina disconnection procedure is configured to in a first step send adeactivation signal to the switch unit upon which the electricalconnection between the electric arrangement and the on-board powersupply system is disconnected and in a subsequent second step to controlthe locking means to the free position with a second signal, differentfrom the deactivation signal.